Change-speed gear.



P. EVANS.

CHANGE SPEED GEAR.

'APPLIOATIQN EILED' Nov. 2, 1907.

Patented Aug. 17, 1909.

4 8HEETSBHEET 1.

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P. EVANS.

UHANGE SPEED GEAR.

APPLICATION FILED NOV. 2, 1907.

Patented Aug. 17, 1909.

4 SHEETS-SHEET 2.

P. EVANS.

CHANGE SPEED GEAR.

APPLIOATION- FILED NOV. 2, 1907.

931 ,289, Patented Aug. 17, 1909.

4 SHEETSSHEET 3.

Patented Aug. 17, 1909.

4 SHEETS-SHEET 4.

IIII I %y/IIIII 4 UNITED STATES POWELL EVANS, OF PHILADELPHIA, PENNSYLVANIA.

CHANGE-SPEED GEAR.

Specification of Letters Patent.

Patented Aug. 17, 1009;

Application filed. November 2, 1907. Serial No. 400,330.

To all whom it may Be it known that I, Pownnr. Evens, a.

' citizen of th United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Changc- Speed Gears, of which the following is a specified tion.

My invention relates to that class of change speed gears and mechanism for controlling the same which is particularly designed for use in connection with motor vehicles, one object of the invention being to provide gearing capable of connecting a driving with a driven shaft, which in addition to being rcletively simple as regards the number and arrangement of its parts, shall also have said parts so combined that it minimum number of them shall be in motion when not actually required to transmit power.-

g if further desire to provide a change speed gear having the above noted characteristics, with a respectively simple device for. controlling the positions of its movable members, which device shall be capable of locking in their inoperative positions those parts of the apparatus which it is not intended to use at a given time.

It is also desired to provide an improved structure for supporting the change speed gear and its associated parts.

These objects and other advantageous ends I secure as hereinafter set forth, reference being had to the accompanying drawings, -in which Figure l, is a side elevation to some extent diagrammatic, illustrating my invention as applied to a motor vehicle; Fig. 2, is a plan, to some extent diagrammatic, illus, trating the relation of the parts constituting my invention to the frame of the motor vehicle; Fig. 3, is a horizontal section taken through the gear case, illustrating the detailed arrangement and construction of. the change speed mechanism constituting one part of my invention; Figs. 4 and 5, are vertical sections taken on the lines 44 and 55 respectively of Fig. 3; Fig. 6, is a side elevation of the ends of the operating rods and the locking gate; Fig. 7, is a vertical section illustrating the locking gate in front elevation; Fig. 8, is a vertical section on the line 8.8, Fig. 7 Fig. 9, is a side elevation illustrating the detail construction of the connections between the change speed operating lever and the longitudinally extending rods for controlling the combinations of the gears; Fig. 10, is a vertical longitudinal sect on illustrating a modified construction for connecting the operating rods of the chan e speed gearing to a single operating rod rom the controlling lever; Fig. 11, is a transverse vertical section on the line 11-1l of Fig. 10; Fig. 12, is a. horizontal section o'if a modified form of my change speed gear;

g- ,1 a Plan, pa ly in h z nt l tion, illustrating the detail construction of the axle used to support the gear case, and Fig. 14, is a side elevation, partly in section, and on areduced scale, further illustrating the construction of the rear axle and gear case shown in Fig. 13.

in the above drawings, A is a gear case containing the change speed and diiierential gears for a motor vehicle and it is usually made in two halves separating in a horizontal plane. Into said case extends the driving shaft B from the engine and also two live or driven shafts C and C, which are ope eti c y o ne t t a h t e n the present instance through the ordinary difi'er-r ential gearing illustrated at D. The gear case, as indicatedin dotted lines in Fig. 13, is provided with lateral'tubular extensions a and a each flanged for attachment to the axle structure of the vehicle. This axle structure consists of a steel casting Q as shown in Figs. 13 and 14}, having relatively straight tubular portions g connected by a downwardly and forwardly curved structure g. The live or driven shafts C and G extend within the portions 9 of the axle structure and are connected in any desired and suitable manner to the driven or rear wheels, of which. one is illustrated at B. This axle structure is provided with two flanges g and g of which the former serves for the attachment of the gear case'A, while to the latter is connected n any suitable manner a plate or frame 4' constituting a portion of the rake ruc ure Each end of the m connecting part g of the axle structure tcrminates bctween the two flanges g and 9 at which point there is also provided (preferably integral with said axle structure) a plate 9' for attachment to the frame of the motor vehicle. It will be noted that the part 9 of the axle structure is curved downwardly and forwardly so as to pass under the gear case A without decreasing the botclearance of the motor veh1cle:-the gear case in the present instance being reinstance I have shown a screw 7) extending section E insueh manner that it is adjacent to the beveled gear 0 and both of these gears have interna teeth as illustrated in Fig. 3. This second beveled gear a is pereessed as indicated at a to provide for the reception of this part. In the present instance the differential gearing is contained in a case or frame formed by two castings d and d, connected together in any suitable manner and supported within the main gear case Ais any suitable bearings, while in the present instance are of the ball type. One of these hearings is illustrated at d and it will be noted that there is also a bearing d provided to take the end thrust of that portion of the casting cl, which is of a sleeve shape and surrounds the shaft C. This same casting has a portion d in the form of a radially placed plate or disk having faswhile "the gear 6 the beveled gear. d..

The shaft section E carries between the gears e and e a toothed structure a designed to engage the internal teeth of either inion when said shaft is properly moved longitudinally. Mounted upon the extension e ofthe gear 0 is a gear having a collar engaged by a yoke f fixe to an operatin rod n; it bein noted from Fi 4 that tened to it in any suitable manner two bevsaid extension is iuted so that sai gear is eled gears d and d. free to slide upon it while bein compelled he driving shaft B has at that end which to turn therewith.- Also mounted in the gear case are a secondary shaft G and a reverse shaft H which have suitable bearings and extend parallel with the driving shaft B. The secondary shaft G has keyed to it three gears g, g and the latter being shown in dotted lines in Fig. f and its edge being indicated in Fig. 3. The reverse shaft H carries a single gear it permanently in mesh with the gear 9 and capable of being en1 gaged by the gear 7 when this latter is moved rearwardly upon the extension 6". The gear g is of such a diameter as to be engaged by the gear f when this is moved forwardly, it being noted that the gears it such a distance apart that it is possible for the gear f to occupy a position between and yet disconnected from both of them. The gear 9 is of such a diameter as to mesh with the gear I), though when the shaft section E is so moved that its toothed structure 6 engagesthe internal teeth of either of the gears e or e these two gears b and g are disconnected.

When operating wardly while the rod'n is in the position shown in Fi 3, the gear mesh with t e gear 9. an mitted from-the driving shaft B, sleeve b and shaft section E through the gear I) to the gear g, thence through the shaft G to the gear g. From thislatter the power is transmitted to gear f, extension 6*, beveled gear 6, beveled gear d and thence to the two shafts C and 0 through the differential gearing. As a result, the driven at its lowest forward speed and it will be noted that any thrust upon the beveled gear 6 is transmitted from the extension 0 hrough enters the gear case A a portion 1) of irregular shape, having, in the present instance, a fluted form so as to fit into and be capable of driving a similarly fluted sleeve b. An intermediate shaft E forming the end section of the driving shaft fits into this sleeve, and while being fluted for a suitable part of its length so as to be driven thereby, has a cylindrical rear end .6 designed to operate in a bearing formed in the gear case A. This bearing is made up of a sleeve like extension 6 integral with a'beveled pinion e and free to turn upon two series of balls e and e mounted between it and the gear case A. A sleeve of suitable material is interposed between the interior of the extension 6 and the portion e of the shaft E, and in addition there is provided a thrust bearing 0'' of the ball type between the series of balls 6 and a suitable inwardly projecting portion of the gear case indicated at e; the thrust being transmitted from the beveled gear 6 and the extension to this bearing through a nut e on the end of said extension. The forward end of the sleeve b is carried in ball bearings 12 mounted in the gear case A and there is also a thrust bearing b of the ball type constructed to transmit to the gear case any end thrust on said sleeve. The sleeve b is fluted both internally and externally so that it not only directly transmits power from the driving shaft B toits end section E, but also is capable of driving a gear I) slidably mountedv upon it and provided with an operating collar b for the reception of a yoke I) mounted upon an operating roda hereafter described. This gear b is rigidly connected in any desired manner with the shaft section E so that while it is free to move upon the sleeve 1), such movement causes the said shaft to be moved longitudinally in the sleeve and in the bearing for its rear end. In the present power is transa ball bearing or equivalent structure 0 to the sleeve 1) and the thrust bearing 11 to the gear case. Thesecond speed is secured by moving the rod 1 forwardly from the position shown in Fig. 3, while leavin the rod 11/ in its neutral position, in whic case the gear b is moved out of engagement with the gear 7 g and the toothed structure e is brought into engagement through a slot in the sleeve 1) and immovably connecting the gear 6 with the shaft E. A second beveled gear 6 having a sleevelike extension e is mounted upon the shaft manertly in mesh with thebeveled gear d, permanently meshes with K rod n is moved foris brought into' and g are 7 motor vehicle 18 with the internal teeth of the gear a it being understood that the shaft section E slides bodily in the sleeve b and in its rear bearing to permit of this'aetion. As a result, power 1s transmitted from the shaft B through the sleeve 5' and through the shaft E, toothed structure a, beveled gear a and so to the'beveled geard" and the shafts C and C. The thlrd or highest forward speed is secured b moving the operating red vs rearwardly m the position shown in Fig. 3, at which time the gear I) is again clear of the gear 9 and the toothed structure 6. is brought into engagement with the internal teeth of the gear 6 Power is then transmitted from the shaft B through the sleeve 6', shaft E, toothed structure e beveled gear 0 and through the beveled gear (1 to the shafts C and C. In both these latter cases neither the reverse nor the secondary shafts are turned so that there is thus a mini-' mum of wear on theelcmentsof the gearing."

' In order to reverse the direction of rotation of the shafts C and C, the operating rod a is moved to the rear, so that the gear f is brought into engagement with the. reverse gear h. Power is then transmitted the shaft B through the sleeve 5, shaft section E, gears and g:, shaft G, gears 9 k and f, to the beveled gear a and thence to the beveled gear 03 and to theshafts C and C. Q e

In order to secure the combination of gearing above described, I provide alever K mounted upon a shaft 7.: so as to be free to slide sidewise thereon as well as to turn.- Said lever has a downwardly extending arm k, to. the end of which is connected by any suitable form of universal joint, a rod 10 for actuatingat will either of the operating rods 7%. or a, Each of said rods, as shown- ;in- Figs. 7. and 8, 1s transversely notched or slotted at its end so as to be capable of receiving the operating portion- Zs at the end of the rod k whereby itmay be longitudimoved;

For the purpose of preventing movement. of thartone of the. rods n or n which is not operatively coupled to the rod- I provide a gate-.Li This consists of aframe the present instance fitting around'the ends; ed the rods n and n, and provided with portions-Z of such a thickness as to be capable of entering the notches or recesses in the rod 1, in the present instance of a tubular construction. This rod extends forwardly to some point adjacent to the lever K where it s provided with an arm Z. A link 1 of stnta le' construction serves to connect this arm with the hub of the lever k so that as the latter 1s moved sidewise on its supportmg shaft or bar kthe rod Z will be given a partial revolution. As a result, when it is desired to move oneof the rods n, or n to place the gears in the gear case A in any desrred coination, the lever K is first moved sidewise upon its shaft 70 until it occupies a position which will leave one of said operatrng rods free to move while looking the other in position. This is accomplished by reason of the fact that the sidewise movement of the lever K causes turning of the rod 1 and .consequent shifting "of the locking gfrom one tothe other of its two gate L positions.

.Asshown in Fig. 7, said gate has such an l inte'rnal' contour between its that one of the rods 'i'sfree two parts 1 longitudinally when in this opening, while the other is held'from moving because one Q of itsiparts Z extends into the notch or recess gin its. end. Moreover, a suitable transverse movement of the locking gate moves the end 5 of the rod 70 sidewise from engagement 1 with one of the rods,

as n, into engagement 'with the other, as clearly shown in Fig. 7.

As a consequence the latter rod is free to f move longitudinally while the former is held against such movement, it beingobvious that the rotary movement of the rod Z is trans-.

mitted through the arm Z to the gate L.

The turning of thelever K on its supporting i shaft is then results in a longitudinal movement of the rod is and consequently a similar movement of that one of the rods 1 or n which is coupledto its rear end, with the result that one of the above described four possible combinations of gears in the case A is made.

For the purpose of guiding, the lever K and of indicating the particular combinationof gears existing at any time, I provide a .slotted guide plate M supported? from the body of the motor vehicle in such manner as to be moved gto coiiperate with: the lower portion: of said lever K in the manner Well known in the art.

ht is to be understood that the joint between the arm is and the rod: 70 as well as those between the arms I and Z of the rotary rod Z and theirassociated parts, are so made as to permit ofa substantially universal movement of said? parts, it being obvious that some such construction is advisable at .the above indicated points, because of'thefact that one end of each of the rods l and! 70 is operative upon mechanismmovable with the gear case A, whiletheir opposite ends are connected: to the lever K which is mounted upon: the relatively movable frame 5 of the: vehicle.

ably mounted on it a wide faced gear 72,

In Figs. 10 and 11, I have illustrated a modified form of means for connecting the operating rod lo? with the longitud nally movable rods for controlling the combinations of a change s eed gear employing three of these latter r0 s, such for exam 1e as is illustrated in Fig. 12. In this case, instead of permitting the change speed gear rods n and n and n to project orside of the gear case A, I extend the operating rod is into such case and so so port its end that it is both rcvolublc and ree to move lon itudi-. nally. Fixed to said end in any eslred manner is an arm 7c, whose end is capable of entering suitable transverse notches or slots in the ends of any one of the control rods 7, n or M. In order, therefore, to actuate any one of these latter rods, it is only necessary that the rod be turned through an angle necessary to cause the arm 7-1 to engage with the proper one of the control rods 1, etc. after which the longitudinal movement of said operating .rod will impart the roper movement to the control rod to whic it is connected.

For the purpose of preventing the escape of oil from the gear case around the rod 70 I provide this with an elongated sleeve or bushing 76 at through the gear case, as shown in Fig. 10. A locking gate L is provided for this form of the control mechanism,and like that previously described, it is constructed to prevent movement of those control rods which it is not desired to o erate at any particular time.

In Fig. 12, have illustrated a modification of my improved change speed gear designed to be controlled by three instead of two control rods. In this case, the longitudinally movable end section of the driving shaft is, as indicated at E, connected to the main portion of said shaft by means of a sleeve 1) to which is rigidly attached a spur gear I). This is permanently in mesh with a spur gear 9 on the secondary shaft G which has slidably mounted upon it a s ur gear The reverse shaft H carries s id- 6.- thereear 9* and the s eeve e which signed to simultaneously engage, and fore o eratively connect, the gear f rigidly fixed to the carries the beveled gear 0 is a beveled gear 6 but this is provided with an extension projecting throu h the gear 6 and into its extension as indicated at e. As in the case shown in Fig. 3, the longitudinall movable end section E of the driving sha t has a toothed structure 61 capable of engaging the secondary teeth belonging to the bevel gears e and c 1 The shaft section E, the reverse gear h and the spur gear 9 are provided with collars for engagement by any suitable form of yokes attached to control. rods in the well known manner. As is evident, this construcaxially the point where it passes- As before there tion is especially available for use in con.- structions where it is desirable to place the two gears e and e between the'driven shaft and the bearing by which said gears and the end of the shaft section E are sup orted. In such case I preferably place a; all or other anti-friction bearing 6 between. the two ears 6 and e I c aim: v

1. The combinationof a driving shaft/including a longitudinally. movable section in line with the remamder and having a tooth or teeth, a sleeve ofirregular interior and exterior contour connecting said shaft parts, a driven shaft, a beveled gear connected thereto, a second beveled gear mounted with the driving shaft and meshing with the first beveled gear, mechanism capable of connectingsaid sleeve with'the. secgnd beveled gear, said second gear having an extension and being provided with., SIIPPIQ'. mentary teeth placed to be engaged by the tooth or teeth on thedriving shaft when this is moved longitudinally, section projecting into saidextension-of the gear, and a bearing for tension.

e o a l ha 90 supportingsaid ex-:

2. The combination of a driving shaft having two sections in line with each other, a sleeve connecting said "sections so as to cause them to turn together, a bearing for said sleeve constructed to take the longitudinal thrust thereon, means for moving one of the sections longitudinally, ture 'on said latter section, a gear having two sets of teeth and mounted coaxially with said shaft, one set of teeth being capable of engagsm'ent by the toothed structure of the mova le shaft section, a driven shaft, and a gear thereon meshing with said first gear with a gear on means placed to be driven from said gear.

3. The combination of a driving shaft havin a longitudinally movable section in line with the remainder, a sleeve connectin said parts, a gear slidable on but compelled to turn with the sleeve, co-axially with said section, and each provided with secondary teeth, a toothed structure on the movable shaft capable of engaging either'set of secondary teeth, a driven shaft, gears thereon operatively engaging said first gears, power from the gear on the sleeve to one of the gears on the movable shaft section.

4. The combination of a driving shaft havin a longitudinally movable section in two gears mounted and means for transmittlng a toothed struc- '105 the sleeve and reversing' line with the remainder and operatively coni shaft section between said end and the re mainder of the shaft, and arranged to en-- gage either set of secondary teeth of said cars, a driven shaft, and gears thereon riven from said first ears. I

5. The combination 0 a driving shaft and a driven shaft at right angles to each other, a supportin structure for said shafts, the drivmg sha t having a lon 'tudinally movable end section in line witfi the remainder, a sleeve connecting said two parts of the driving shaft, a thrust bearing for said sleeve, two beveled gears mountedco-axial with the driving shaft and each provided with internal teeth, means for transmitting the thrust from one of said beveled ears directly to the thrust bearing of the s eeve independently of the supporting structure, a toothed structure on the movable shaft section capableof engaging either set of inter.- nal teeth, and two beveled gears connected to the driven shaft and meshing with said other beveled gears. 6. The combination of a driving shaft having a longitudinally movable end section in line with the remainder, a sleeve connecting said arts of the shaft, a gear mounted on the s eeve,

vided with a bearing and placed to receive the end of the movable shaft section, a gear on said shaft section having secondary teeth, a toothed structure on the shaft capable of engaging the teeth, a driven shaft, a gear thereon meshing with the gear on the shaft, and means for transmittin power from the gear on the sleeve to said driven shaft.

7. The combination of a driving shaft consisting of a main portion and a longitudinally movable end section in line therewith, the adjacent portions of said parts of the shaft being of irregular shape, a sleeve connecting said parts so as to permit longitudinal movement of the end section while compelling'it to turn with the remainder, a supporting structure having a bearing for said sleeve, a semndary bearing for the opposite end of the movable shaft section, a gear mounted co-axiall with the driving shaft and having secondiiry teeth, there being a thrust bearing between the hub of said gear and said connecting sleeve, a toothed structure on the movable shaft section'capable of engagement with said secondary teeth, a driven shaft, and a gear thereon meshing with said first gear.

8. The combination of a driving shaft, an independentl axial with said shaft, a driven shaft, a beveled gear thereon meshing with said first gear, two spur gears on the driving shaft of which one is fixed to said shaft and the other is operatively connected to the beveled gear thereon, a'secondary shaft, two gears thereon of which one is-1n mesh with the spur gear fixed to the driving shaft and a supporting structure pro y rotatable beveled gear co-- the other is capable of engagement by the second spur gear, and means for movin said out of suc enone fixed to said shaft and the other is operatively connected to the first beveled of which one is in mesh with the s ur gear fixed to the driving shaft and t e other is capable of engagement by the second spur gear, with means for moving said second spur gear into and out of such engagement, and means for longitudinally movmg the driving shaft to cause the gear fixed thereon to be moved into and outof engagement with the first ear on'the secondary shaft. 10. The com ination of a driving shaft, an independently rotatable beveled gear coaxial therewith, a driven shaft, a beveled gear thereon meshing with said first gear two spur gears on the driving shaft, 0

which one is fixed to said other is operatively connected to the first beveled gear, a secondary shaft, two gears spur gear fixed to the driving shaft and the other is capable of engagement by the second spur gear, means for moving said second spur gear lnto and out of such engagement, and means for rotatably connecting the driving shaft directly to the first beveled gear an -at the same time moving the fixed gear of the driving shaft out of engagement with the first gear of the secondary shaft.

11. The combination of a driving shaft, a driven shaft, two gears respectively coaxial with said shafts for connecting the same, two spur gears on the driving shaft of which one is slidably mounted on one of said first gears so as to drive the same, 'a secondary shaft, three spur gears mounted thereon so as to be held from longitudinal movement, a reverse shaft, a single gear thereon capable of meshing with one of the ears of the secondary shaft, and means for moving one of the spur gears on the driving shaft into engagement either with the reverse gear or with the second of the gears on the secondary shaft, the remaining spur gear on the driving shaft'bein capable of engagement with the first gear 0 the secondary shaft.

12. The combination of a driving shaft having a longitudinally movable end section in a line with its main portion, a spur gear and a toothed structure rigidly fixed to said shaft section, a beveled gear and a spur gear rotatabl connected but free to move toward and om each other independently of the driving shaft, said beveled gear havtwo spur gears on the driving shaft of w ieh gear, a secondary shaft, two gears thereon shaft and the thereon of which one is in mesh with the toothed structure to directly connect it to gearinto and out of en movable shaft section but gear rigidly independent spur gear on the, shaft section "meshing with said first beveled gear, a secstructure to directly connect it to the bevtively engaging said third gear.

ing secondary teeth capable of engagement the toothed structure of the movable shaft section, a driven shaft, a beveled gear thereon meshing withsaid first beveled gear, a'secondary shaft, two gears thereon, means for moving the shaft section to cause its its beveled gear, and means for moving the into and out of engagement with one of the ars of the secondary shaft.

'13. The combination of a driving. shaft having a longitudinally movable end section in aline with its main portion, a spur gear and a toothed structure rigidly fixed to said end section, abeveled gear and a spur gear rotatably connected but free to move towar and from each other independently of the driving shaft, said beveled gear having secondary teeth capable of engagement by the toothed structure of the movable shaft section, a driven shaft, a beveled gear thereon means for ondary'shaft, two gears thereon,

shaft section to cause its toothed moving the eled gear and at the same time disengage the gear fixed to said shaft section from one of the gears of the secondary shaft, and other means for. moving the independent spun agement with the second gear of the secon ary shaft.

14. The combination of a driving shaft, a secondaryshaft parallel therewith, three gears on said secondary shaft, a reverse shaft, a gear thereon, a longitudinally movable end section forming art of the drivy fixed thereon but ement with one of the gears of the secary shaft, a second gear mounted on the independent thereof, means for moving said independent gear into and out of engagement either with a second gear of the secondary shaft or with the gear of the reverse shaft, a third gear mounted on the movable shaft section and rotatably connected with the independent ear, means fordirectly connecting the movable shaft section with said third gear, and a driven shaft with a gear thereon opera- 15. The combination of a driving shaft, a

fixed thereon, a beveled ear having a tubular extension and secon my teeth also mounted on said dri ving shaft, a third gear slidable upon but keyed to such extension, a secondary shaft, two gears thereon of which one engages the gear fixed to the. driving shaft, means for moving the slidable gear into and out of engagement with the second gear of the secondar shaft, and means for connecting the beve ed gear directly to the driving shaft.

16. The combination of a driving shaft, a

was

gear rigidly fixed thereto, a beveled ear having a tubular extension and secon ary teeth also mounted on said driving shaft, a thirdgear slidable upon but keyed to such extension, a secondary shaft, two gears thereon of which one engages the gear fixed to the driving shaft, means for moving the slidable gear into and out of engagement with the second gear of the secondary shaft, and means for connecting the beveled gear directly to the driving shaft and at the same time moving the gear fixed to the driving shaft out" of engagement with the first gear of the secondar shaft.

17. The com ination of a driving shaft having a movable section in line with its main portion, two beveled gears adjacent to each other and provided with internal teeth, said gears having tubular extensions, a structure on the movable shaft section capable of engaging either set of teeth, a supporting structure having a bearing for one of said tubular extensions, a gear mounted on the extension of one of the beveled gears, a spur gear fixed to the movable shaft section, a secondary shaft, two gears thereon, means for moving the shaft section to cause it to be directly coupled to either of .the beveled gears, means for causing operative engagement of one of the gears on the secondary shaft and the gear on said tubular extension of said beveled gear, a driven shaft, and means for connecting the same to said beveled gears.

18. The combination of a driving shaft havinga movable section in line with its main portion, two beveled gears adjacent to each other and provided with internal teeth, each of said gears having a tubular extension, a structure on the movable shaft section capaple of engaging either set of teeth, a supporting structure having a bearing for one of said tubular extensions, a gear slidably mounted upon but rotatably fixed to the extension on the other beveled gear, a spur gear fixed to the movable shaft section; a secondary shaft, two gears thereon, means for moving the shaft section to cause it to be directly coupled to either of the beveled gears and at the same time disengage the gear fixed to it from one of the gears of the secondary shaft, means for moving the slidable gear into and out of engagement with the second gear of, the secondary shaft, a driven shaft, and means for connecting the same. to said'beveled gears. I

19. The combination of a driving shaft, a driven shaft made in two sections, a change speed gearing connecting said driving shaft with said driven shaft, a gear'case for said change speed gearing having flanged outlets, an axle structure having tubular end-sections for the reception of sai'ddriven shaft sections, and a main axle section connecting said tubular sections, there being flanges on said tubularsections rigidly attached to the gear case, and wheels Inountedon said tubular sections.

' 20. The combination of -a driving shaft, a driven shaft formed in two sections, a change speed gearing connecting the driving shaft and said driven shaft sections, a gear case having flanged outlets and constructed to inclose said change speed gearing, an axle structure consisting of two tubular flanged sections respectively inclosing the driven shaft sections, a main axle section connecting said tubular sections of the axle structure, one of the flanges on each section being constructed for connection to a flanged outlet of the gear case, anda brake structure connected to the second of the flanges of each tubular structure.

21. The combination of a driving shaft, a driven shaft made in two sections, an axle structure consisting of two tubular sections respectively inclosing said driven shaft sec tions, and each having flanges, wheelsgear case connectlng the driving and the' driven shaft sections.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

POWELL EVANS.

Witnesses: CLE'AYTON N EWBOLD,

JOHN J. JACKSON. 

